Passenger-recorder



8 Sheets- Sheet I.

(No Model.)

C. MESSIOK.

PASSENGER RECORDER.

Patented Apr. 27, 1897.

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WiFi-wz? 8 Sheets-Sheet 2.

(No Model.)

C MESSIGK PASSENGER RECORDER.

Patented Apr. 27, 1897..

8 Sheets-Sheet 3.

(No Model.)

C. MESSIGK.

PASSENGER RECORDER.

No. 581,603. Patented Apr. 27, 1897.

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(No Model.) 8 Sheets-Sheet 4.

o. MESSIGK. PASSENGER RECORBER.

No. 581,603. 8 Patented Apr. 27, 1897.

2 mv r 9 @W fly (No Model.) 8 Sheets-Sheet 5.

0. MESSIGK.

PASSENGER RBGRDER.

No. 581,603. PatentedApr. 27, 1897.

| ufl d Illllllll t (No Model.) 8 Sheets-Sheet 8 C MESSICK PASSENGERl RECORDER.

No. 581,603. Patented Apr. 27, 18.97.

(No Model.) l l 8 sheets-sheet 1.

C. MBSSICK. PASSENGER RECORDER.

No. 581,603. Patented Apr. 27, 1897.

(.No Model.) 8 Sheets-Sheet 8.

C. MESSIGK. PASSENGER RECORDER.

No. 581,603. PatntedApr. 27, 1897.A

lUNITED STaTns Parenti* Ormes.

CHARLTON MESSIOK, OF ST. LOUIS, MISSOURI.

PASSENGER-:RECORDER SPECIFCATION forming part of Letters Patent No. 581,603, dated April 27, 1897'.

Application iled July 1S, 1896. Serial No. 599,746. (No model.)

T0 all 'wh/0m it 'nw/7j concern/.-

Be it known that I, CHARLTON Mnssicx, a citizen of the United States, residing at the city of St. Louis, in the State of Missouri, have invented a certain new and useful Improvement in Passenger-Recorders, of which the 'followingis a description, reference being had to the accompanying drawings, forming part of this specification.

My invention has for its object the provision of an automatic register or recorder which will make and preserve a record of all passen gers entering and leaving a car el a railway passenger-train and which will also indicate the various points at which the passengers entered and left the car, and consequentl y the distances traveled by them,where by an examination of the record at the end of a trip will disclose the passenger mileage, which must be accounted for by the conductor with tickets, passes, and cash fares.

The register is secured in a suitable position upon the car adjacent the entrance thereto and is provided with a paper record-strip, whichis automatically advanced by the movement of the train at a speed proportionate to that of the train. Upon this record-strip a record is automatically made by a punching device or other suitable means at the entrance of each passenger and another dilferent record at the exit of each passenger. A further record is preferably made upon this strip by each starting or stopping of the train. inasmuch as the distance which the record-strip is moved is directly in proportion to the .flistance moved by the train, it follows that the records above mentioned upon such strip will indicate the distances traveled by the passengers upon the train, 'from which in the manner hereinafter explained the passenger mileage for which the conductor must account'. may be readily ascertained.

The records of the entrance and exit of passengers are effected by means of gates which are provided at each entrance to the car and which must be opened and Aclosed at the entrance or exitof each passenger. These gates are so connected with the recording devices as to actuate the latter and eiect one sort oi' record upon the paper strip when they are opened in one direction to permit the entrance ci a passenger to the car and another sort of record when they are opened in the opposite direction to permit the exit of a passenger. Two gates or two pairs of gates are provided at each entrance to the car, together with locking devices intermediate such gates, which com pel the gates to be opened and closed at the entrance or exit of each passenger, and consequently insure the making' of the proper record upon the record-strip. There are also provided additional locking devices intermediate the gates and movable steps at the entrance to the car, by which opening of the gates, except by the actual entrance or exit ot' a passenger, is prevented.

Having thus indicated the general nature and purpose of my invention, I will proceed to a more detailed description of it by reference to the accompanying drawings, in which- Figure l represents an end view of a pas` songer-car equipped with my register; Fig. 2, a detail perspective view of the left-hand corner and steps et' the car in Fig. l; Fig. 3, an enlarged side elevation of the register, the hinged side plate or door of the casing inclosing the same being` removed; Fig. 4, a top plan view of the part-s shown in Fig. within the register-case, the latter being in section; Fig. a vertical section approximately on the line 5 5 of Fig. Li; Fig. (5, a vertical section approximately on the line t' G of Fig. i; Fig. 7, an enlarged sectional view through the recording devices, approximately on the line 7 7 of Fig. et; Fig. S, a cross-section approximately on the line S S of Fig. 7; Fig. 9, a vertical section through the series of steps leading up to the platform ot' the car; Fig. lO, a sectional view in the longitudinal plane of the car, showing an elevation of the rear side of the steps and the parts carried thereby and adjacent thereto; Fig. ll, a sectional detail showing one of the hinged steps and one of the springs for supporting it Fig. l2, a detail perspective view of the horizontal roch-shaft connecting the two gaies of the lower pair with the arms mounted on said shaft; Fig. 13, a detail perspective view et the locking-arms upon one ot the vertical rock-shafts; Fig. 14, a similar view of one of the locking-sectors on one of the horizontal rock-shafts; Fig. l5, a detail view of one oi the punches; Figs. 1G and i7,

IOO

detail perspective views of the gearvtoothed segments actuated by the two vertical roel'- shafts and the parts cooperating with such segments; Fig. 18, a detail view of the ratchet and the pawl-earrier and pawl of the paper strip-feeding devices; Fig. l0, a perspective detail of the worm-gear and cooperating parts for driving the feed-rollers; Fig'. 20, a perspective detail of the shaft upon which the storage-reel is mounted, showing the spring for vfriction ally holding the storage-reel tothe shaft and the pinion fastupon the end of the shaft; Fig. 2l, a sectional detail of the oilpunip on the line 2l 2l of Fig. and Q2 another section of the same on the line 22 22 of Fig. 5; Figs. 23 and 2i, detail plan views of the worin-wheels and clutch devices between the saine and the shaft upon which they are mounted; Fig. 25, a perspective detail of one of the radial piston-plates of the rotary piston of the oil-pump, and Fig. 2G a plan view of a piece of the record-strip.

The saineletters of reference are used to indicate corresponding parts in the several views.

Passenger-cars are usually provided with steps at the four corners of the ear, by which passengers ascend to and descend from the platforms at the opposite ends of the car, but it frequently happens that the steps at only one corner of the car, or, at n1ost,the steps at the two corners on one side ofthe car, are used during a trip in one direction.

l will describe my invention as applied to the steps at only one corner of the car, it being Aunderstood that the steps at the diagonally opposite corners of the car may also be provided with a register or that the steps at all four corners may be so provided.

As seen in Figs. 1,2, t), and l0, the car shown in the drawings is provided with three main steps A, B, and C, leading up to one side of the platform D at the end of the car. The lower step A is shown in 9 and lO as carrying a supplemental hinged step E, which when not in use may be swung up over the step A. Arranged above the lower step A is a pair of swinging gates F,Fig. 2, while arranged above the outer edge of the platform D, which may be said to constitute the fourth step in the series, is a second pair of swinging gates G. The gates Fare secured to and carried by a pair of vertical rock-shafts ll l, jou rnaled in bearings at opposite sides of the step A, while the gates G are carried by a second pair of Vertical rock-shafts J l, journaled in suitable supports at opposite sides ofthe outer edge of the platform D.

By the action of springs hereinafter described the gates are yieldingly held in norinal position across the step A and platform D to close the entrance to the ear, but may be swung in either direction against the resistance of such springs to permit the entrance and exit of passengers. The reckshafts H I of the lower pair of gates have secured to their lower ends, beneath the step S T, surrounding the shaft l? and attached at their outer ends to collars U, fast upon the;

shaft. Fast upon the shaft, between ille arms Q and R, is a third arm V, which carries a transverse pin Vif, projecting in front of the arm Q, and in rear of the arm lt. The stress of the spring S tends to throw the upper end of the arm Q forward, and its movement in that direction is limited by a stop X upon the under side of the step A, while the stress of the spring T tends to throw the upper end of the arm lt rearward, and its movement is limited by a stop Y upon the under side of the step A. he stress ot the spring S liliewise tends to turn the shaft l) rearward and rock the shafts ll l to open the gates F inward, while the stress of the spring T tends to 'rock the shaft l forward and open the gates F outward. When the gates are opened outward, therefore, the spring S is put under tension, and when the gates are released the spring willV restore them to normal position, while when the gates are opened inward the spring T will be put under tension and will serve to reset them when released. dfhen the shaft l?l is turned reaiward by the opening of the gates inward, the pin XV upon the arm Y will carry the arm Q rearward with the shaft, so that the tension of the spring S will not be affected by the turning oi' the shaft, and likewise when the shaft l? is turned forward by opening the gates outward the pin XV will carry the arm lt forward with the shaft, se that the tension of the spring T will remain unaffected.

The rock-shafts J lf of the upper pair of gates are likewise geared to a horizontal shaft A, Fig. l0, journalcd in suitable bearings at the rear of the upper step C, which shaft is surrounded by coiled springs corresponding to the springs S T upon the lower shaft l and cooperating with similar arms upon the shaft and fixed stops engaged by said arms,

so that the two upper gates are normally held in transverse position across the edge of the platform D, but are free to be swung in either direction against the stress of the .springs upon the shaft A, as in the ease of the lower pair of gates heretofore described.

The casing which incloses the recording devices consists of a rectangular box l', approximately square in cross-section and in the present instance of a length about four times its width and depth and secured at its outer end to the under side of the lower step A and side wall C" of the steps and supported at its inner end by metal straps C D, fastened at their lower ends to the inner end of the box B' and secured at their upper ends IOO IIO

to the timbers E', upon which the platform D is built, Figs. l, 2, 9, and l0.

The rock-shafts H and J, which support the right-hand gates of the respective pairs, extend downward into the register-box B', as seen in Fig. 3, and at their lower ends are seated in bearings F' upon the bottom plate of said box. Immediately above the top plate of the box B the shafts H and J have secured upon them collars G', provided on their under sides with circular grooves for the reception of a series of balls Il', whose upper sides fit in said grooves and whose lower sides fit in corresponding grooves formed in the surface of the top plate of the box B' or a bearing formed thereon. The weight of the shafts H and K and parts carried by them is partially supported upon these balls and friction in their movements to that extent relieved. The shaft H has secured upon it within the box B' the beveled gear L, which meshes with the beveled gear N upon the end of the shaft P, as heretofore described.

Projecting from the inner end of the register-box B (right-hand end in Figs. 3 and 4) is a shaft I', having fast upon it a grooved pulley J', in which fits a driving cord or belt K', which passes around the axle L of one of the pairs of wheels M of the truck of the car, Fig. l, by means of which the shaft I" is driven by the movement of the car and in a direction correspondii'lg to such movement. This shaft is journaled near its outer end in the end plate of the register-box and at its inner end in a suitable frame fixed within the box. The shaft is employed to actuate the mechanism :for advancing the paper recordstrip and also to operate an oil-pump, for a purpose hereinafter explained. ln performing these duties it is necessary that the shaft shall drive the feed-rollers for advancing the record-strip always in the same direction no matter in which direction the shaft itself may be turned by the movement of the car and that it shall likewise drive the rotary piston of the oil-pump always in the same direction, and to accomplish these results the following devices are employed intermediate the shaft l and a vertical shaft N', Figs. 4 and 5, which is driven by the shaft I', and in turn drives the feed-rollers of the recording mechanism and the piston of the oil-pump. The shaft I has fastened upon its inner end a worm O', Fig. 3, and also a pinion P', which latter meshes with a pinion Q', fast upon a short shaft R', journaled in the frame which supports the end of the shaft l', and carrying a worm S' beneath the worm O'. As seen in Fig. 5, the worm O meshes with a worm-gear T', loosely mounted upon the vertical shaft N', while the worm S' meshes with a worm-gear U', also mounted loosely upon the shaft N.

It will be understood from the foregoing that the revolution of the shaft l in either direction will turn the worm-gears T' U in reverse directions, so that no matter which way the shaft I' is turned one or the other of the worin-gears will be turned in what may be called a "forward" direction. By interposing suitable ratchet-and-pawl or clutch devices between the gears T U' and the shaft N", so that when either of the gears is turned forward it will carry the shaft with it, while the other gear is turned idly rearward, it will be understood that the shaft will be eonstantly turned forward by one gear or the other. Fast upon the shaft N', immediately above the gear T', is a three-toothed disk or ratchet V', Figs. 5 and 23, with which coperates a pawl W', pivoted upon the upper side of the gear T', while fast upon the shaft N', immediately above the gear U, is a similar disk or ratchet X', with which cooperates a pawl Y', pivoted upon the upper side of the gear U', Figs. 5 and 2st. As will be under` stood from. Figs. 23 and 2l, when either of the gears T U' is turned in the direction of the arrows it will carry the shaftvN' with it, and inasmuch as one or the other of such gears is turned in such direction by the rotation of the shaft l in either direction it follows tha-t the shaft N' will be constantly turned in a forward direction while the car is moving in either direction.

The shaft N', by means of an intermediate speed-reducing gearing, drives a horizontal shaft Z', extending longitudinally of the register-box, Figs. 3 and l, and journaled at its left-hand end in a bracket A2, secured to the under side of the top plate of the box, and

at its right-hand end in a bearing at B2 upon the framework within the box.

The gearing intermediate the shaft N' and the shaft Z' is as follows: The shaft N has fast upon its upper end a beveled pinion C2, which meshes with a similar pinion D2, fast upon the end of a short shaft journaled in a bearing E? and having fast upon its opposite end a small pinion F2, which meshes with a gear-wheel G2, Figs. 3, 4f, and (5. Fast upon the shaft which carries the gear G2 is a small pinion H2, which meshes with a second pinion l2, which in turn meshes with a third pinion J 2, which latter meshes with a gear-wheel K2, fast upon the shaft Z', immediately at the left of its right-hand bearing B2, so that by this intermediate train of gearing the shaft Z' is driven at a greatly-reduced speed by the shaft l'.

The shaft Z' has fast upon its left-hand end, Fig. 3, a worm L2, which drives a' wormgear M2, Figs. 3, Ll, 7, and 8, which is loosely mounted upon the rotary spindle or shaft N2 of one of the feed-rollers O2 of the recordstrip-advancing mechanism. Fast upon the shaft N?, beside the gear M2, is a gear-wheel P2, Figs. et, 8, and l0, which has fast upon its side a ratchet Q2, engaged by spring-pressed pawls R2, pivoted to the side of the gear M2. The hub of the gear P3 is shown as extending through the ratchet Qand gear MQin Fig. S, the gear M2 being loosely mounted upon such hub instead of directly upon the shaft N2.

It will be seen from the foregoing descrip- IOO IIO

ISO

tion that as the gear n 2 is turned in the direction of the arrows by the rotation of the shaft Z/ it will carry the shaft N2 of the feedrollers with it, just as if the geargwere fast upon said shaft. The purpose of the ratchetand-pawl connection between the gear and shaft is to permit the shaft and feed-roller to be turned forward independently of the gear by the means and for the purpose hereinafter described.

rFhe supply and storage reels for the recordstrip, as well as the feed-rollers for advancing it, are mounted in a frame S2, supported upon vertical brackets T2, secured at their lower ends to the bottom plate of the registerbox, Figs. 3, il, 7, and 8. The supply of paper strip is carried in a roll U2, mounted upon a spindle supported in the side plates of the frame S2, and is led thence for vard between the feed-roller O2, above described, and a second feed-rollerV2,moun ted beneath and bearing against the roller O2, Figs. 7 and S, and thence around the storage-reel 72, which is mounted upon a spindle VS, having' fast upon it a pinion X2, Figs. 4 and 7, which pinion meshes with a second pinion Y2, which in turn meshes with the gear-wheel F2, fast upon the shaft N2, as heretofore described, with the result that the storage-reel W2is turned to wind up the paper strip as vit is advanced by the feed-rollers. The storage-reel `\V2 is not tight upon the shaft or spindle WS, but is friction- .ally connected therewith by a spring XV, Fig.

20, so that as the size ofthe roll of paper upon the reel increases the reel can slip upon the shaft after taking up the length of strip advanced by the feed-rollers.

Frein the foregoing' description it will be understood that the paper record-strip is advanced at a regular speed, proportionate to that of the train, and is always moved in a forward direction whether the train is moving forward or backward or the particular car in one direction or the other. In the machine upon which the present application is based the adjustment of the parts is such that the record-strip is advanced a quarter of an inch foreach mile which the train or car moves,and lines ruled transversely across the strip onequarter of an inch apart serve to indicate the mileage upon the strip. As the paper strip is drawn forward from the roll U2 by the feed-rollers O2 V2 it passes across the upper side of a block Z2, formed upon the upperside ofthe bottom plate of the frame S2, Fig. 7, and beneath a plate A3, extending transversely across the upper side of said block, leaving` a narrow passage between itself and the block, and secured at its opposite ends to the side plates of the frame S2, as seen in Fig. i. The block Z2 is provided with a series of vertical holes in which are ittcd punches B3, provided upon their upper ends with p uncturin g-points adapted when the punches are raised to pass through the record-strip and through holes in the plate A2 coincident with the punches. ln the present instance there are five of the punches B3 in the relative positions indicated by the holes in the plate A3 in Fig. 'l, the middle one of which punches is actuated by the starting of the train. and may be called the station-punch, while two of the other four punches are actuated by the respective gates, heretofore described, when said gates are swung inward to permit the entrance of a passenger, and the other two punches by said gates when the latter are swung outward to permit the exit of a passenger, all in the manner and by the means hereinafter cxplained.

The middle one or station-punch is actuated by the oil-pump heretofore referred to, and the said pump and the means for operating it and causing it to actuate said punch may be now described. rlhis pump is shown more particularly in Figs. 5, 2l, and 22, Fig. 2l being a horizontal section of the pump, approximately on the line 2l 2l of Fig. 5, and Fig. 22 a vertical section approximately on the line 22 of Fig. 5. The pump consists of a rotary piston C, eccentrically located in a cylindrical chamber D2, Fig. 2l, which latter communicates by a passage E with a chamber F3 and by a passage G with a chamber H2. Located above the chambers ll and F3 is a piston chamber or cylinder li", containing a reciprocating piston J, having a piston-rod K3 extending to the left through the head of the piston chamber or cylinder. rlhe piston-chamber l communicates with the chamber Fis by a passage L3 and with the chamber H2 by two passages M:E and Ni". A coiled spring O2, surrounding the piston-rod li;B and confined between the piston i and the front end of the piston-chamber, presses the piston rearward and tends to yieldingly holditin the position shown in Fig. 22against a stop P2, formed upon the inner face of the rear end of the piston-chamber. The rotary piston C3 contains two sliding piston-plates (g2, Figs. 2l and 25, pressed outward by a coiled spring interposed between them and. adapted to bear against and closely llt the wall of the chamber D at diametrically opposite sides of the piston C2 as the latter rotates in such chamber. The piston C2 in the present instance is secured to the lower end of the shaft N', heretofore described, which shaft extends downward through the oilpump casting and has its lower bearing therein, as seen in Fig. 5.

Under the construction above described, assuming the chambers of the oil-pump to be filled with oil, the operation of the pump will be as follows: As the piston C2 rotates in the direction of the arrowin Fig. 2l its plates Q will force the oil in the chamber D3 out through the port E* and into the chamber F2, whence it will pass upward through the port LS into the rear end of the cylinder l3 and drive the piston J 3 forward until it passes the port M, through which the oil will then escape into the chamber if", and thence back through the passage G2 into the chamber D, inasmuch IIO ostsee s as the chambers are all substantially iilled with oil a circulation of the oil will be established from the chamber D3 through the passages and chambers, as above described, and back into the chamber D3 through the passages G3, so that as long as the piston Cloontinues to rotate the piston J3 will be held in the forward position to which it has been forced, but as soon as the rotation of the piston C3 ceases the spring O5 will gradually force the piston J3 rearward to vnormal position. To facilitate such rearward movement of the piston under the influence of the spring, the piston is provided with a small port Ff, Fig. 5 and dotted lines, Fig. 29, which permits the oil in the piston-chamber at the rear of the piston to pass to the 'front side of the piston as the spring forces the latter rearward, but is not large enough to prevent the piston being forced forward by the oil enter-- ing bythe port La while the pump is in operation. The port N3, connecting the chamber H3 with the front end of the piston-chamber 13, also permits oil to pass upward from the chamber H3 into the chamber l"i at the real'- ward movement of the fiston under the action of the spring.

From the foregoing description it will be understood that at each startin g of the train the piston J3 will be forced forward in the manner described and at each stopping of the train will return to normal position. New the piston-rod XS extends forward7 to the left in Figs. 3 an d 4, through the suppertin gbrackets T2 of the frame S2, carrying the paper record-strip, as seen in Figs. 7 and S. At a point beneath the position of the punches BS the piston-rod K3 is slotted and has pivoted in it a dog` S3, which has connected to it a coiled spring T3, which serves to yieldingly hold the dog in and return it to its normal position. This dog coperaties with a bellcrank lever U3, pivoted to a support upon the under side of the frame S2 and connected at its forward end by a slot and pin tothe lower end of the middle one of the live punches B3. A spring W3, connected to the bell-crank U3, serves to yieldinglyhold it in normal position with its punch B3 retracted. New whenever the piston J3 and its rod K3 are forced forward bythe starting of the train, in the manner above described, the dog S3 will rock the bell-crank Ugand force the punch upward and cause it to puncture the recordstrip, the dog clearing the lower end of the bell-crank U5 as the punch approaches its upward limit of movement, whereupon the sprinlt73 retraeis the bell-crank and punch. The piston-rod will be held in forward position so long as the tra-in continues in motion, and when the train stops and the rod is retracted by the action of the spring O the dog S3 will yield as it cont-acts with the lower end of the bell-crank U3 and ride under and clear the same and then be reset by the spring T3 ready to again operate the punch at the next starting of the train and forward movement of the piston-rod.

From the foregoing it will be understood that in the manner and by the means described the middle one of the live punches makes a record upon the paper strip every time the train moves from a position of rest.

lt will next be in order to describe the means for making a record of the entrance and exit of passengers and for advancing the paper strip aftermaking each of such records, so as to bring a blank portion of the strip to the recording-point.

As seen in Fig. 3, the shaft Il, nearits lower end, is tluted, so as to form a sort of gear A4, which meshes with a gear-toothed segment B4, Fig. 17, which is mounted upon a pivot C" upon the upper side of a post or bracket D, secured at its lower end to the bottom of the register-box B. Fig. fl. Projecting from the upper side of the segment Bl is a stud D4, which stands between the short arms of a pair of bell-cranks El F4, also mounted upon the pivot C". 'lhe outer end of thelong arm of the bell-crank E is pivoted in the end of a horizontal rod G4, extending to the right through and having its support in the supporting-brackets 'l2 of the frame S2, Figs. 3 and l-, while the outer end of the long arm of the bell-crank FVI is pivoted in the end of a rod Il", corresponding to the rod G4. It results from this construction and arrangement that when the shaft ll is turned in the direction ofthe arrow, Fig. 17, by swinging inward the lower pair of gates F the rod H4 will be drawn to the left by the bell-crank Fl, while the rod G" will remain at rest,while when the shaft ll is turned in the opposite direction by swinging the lower pair of gates outward the rod Grl will be drawn to the left by the bell-crank El, and the red ll4 will remain at rest.

Coiled springs li, surrounding the rods and confined between pins passed through them and the left-hand bracket T2, Fig. 3, press the rods to the right and serve to normally hold the short arms of the bell-cranks vll'l Fl in Contact with the pin Dl. rl`he two rods G1 IlV1 constitute the two outerones of the series of five rods shown in Fig. S, of which the rod K3, heretofore described, is the middle one. Like the rod lil, the rods Gt and ll'l are provided with spring-pressed dogs S3, Fig. 3, cooperating with bell-cranks U3, connected to the lower ends of the two outside punches ll, with the result that when the lower pair of gates is swung' inward the punch actuated by the rod ll4 will make a record upon the paper strip near one edge of the latter, while each time said gates are swung outward the punch actuated by the rod G'L will make a record upon said strip near its opposite edge.

The lower end of the shaft J is tluted in the same manner as the shaft Il to forni a gear J l, which meshes with a gear-toothed segment IOO e senses K4, Figs. 3 and 16, mounted upon a pivot if* upon the upper side of a post or bracket M1, Fig. 3, and provided with an upwardly-projecting stud N4, which stands between the short arms of a pair of bell-cranks 01 P1, whose long arms are respectively pivoted at their outer ends in the ends of horizontal rods Q4 R4, extending to the left ou opposite sides of the oil-pump, Fig. l-, and bent in at the left of the saine, so as to lit between the rods G4 H4, as seen in Fig. 8, and embrace between them the rod K3, said rods QI R* extending at their left-hand ends through the supporting-brackets T2 of the frame Sil and having their support therein. These two rods are provided with spring-pressed dogs S3, corre spending to those of the other rods and cooperating with the bell-cranks Uf ofthe two punches B3, immediately adjacent the middle punch B3, actuated by the rod K3. it rcsults from this construction and arrangement that whenever the shaft J is turned in the direction of the arrow in Fig. itl by swinging the upper pair of gates inward the rod R'l will be forced te the left by the bell-crank l, and the punch actuated by such rod caused to lmake a record upon the paper strip at one side of the middle line thereof, while when the shaft J is turned in the opposite direction by swinging the upper pair of gates outward the rod Q1 will be forced to the iet't and the punch actuated by such rod be caused to make a record upon the paper strip at the opposite side of the middle line thereof. Coiled sprin gs Si, surrounding the rods Q* Rt and confined between nuts or collars T'l thereon and ears U'1 upon the oil-pump casting, through which ears the rods pass, Fig. 3, press the rods toward the right and serve to normally hold the short arms of the bellcranks Ol P1 in contact with the pin Nl.

From the foregoing description it will be understood that at the entrance of each passenger, and consequent swinging inward of both pairs of gates, two records will be made upon the paper strip at one side of the middle line thereof, (the upper side in Fig. 4,) one of which records will be made by the punch actuated by the rod R at the swinging inward of the upper pair of gates, while at the exit of cach passenger two records will be made at the opposite side of the middle line of the paper strip, (the lower side in Fig. t,) one by the punch actuated by the rod Q" at the swinging outward of the upper pair of gates and the other by the punch actuated by the rod G4 at the swinging outward of the lower pair of gates.

The records made by the several punches may be distinguished from each other merely by their positions upon the paper strip, or the punches may be such as to effect different forms of records upon thepaper strip. Thus, for instance, as shown in Figs. t and 2G, the two punches actuated by the swinging inward of the respective pairs of gates may be such as to make a record upon the strip in the shape of the letter L thus indicating the record of an ingoing passenger, while the punches actuated by the swinging outward of the respective pairs of gates may make a record representing the letter 0, to indicate the record of an outgoing passenger, while the punch actuated at the starting of the train may be such as to make a-ny arbitrary form of record desired.

inasmuch as quite a number of passengers may frequently enter or leave the car at a given station while the train remains at rest, it is necessary that means be provided for advancing the record-strip after the entrance or exit of each passenger, so that a blank portion of the strip may be brought to the recording-point foreach record, and to this end the following' means are provided: As seen in Fig. S, there is fast upon the outer end of the shaft F2, which carries the upper feed-roller C?, a ratchet V4, also shown in Fig. 1S, with which ratchet cooperates a pawl Vi, pivoted upon an arm X4, hung at its upper end upon the shaft l??? and connected at its lower end by a link Y1 to the lower arm of a bell-crank lever Z, which is pivoted to the side of the register-box i3' at Ai", Figs. $3 and 7, and whose upper arm has pivoted to it the lower end of a vertical rod B5, extending upward through the top of the register-box and terminating at its upper end immediately beneath the front edge of the second step l5, leading up to the platform D. The upper end of the rod B5 is hidden in Fig. Si by a rod marked 137 and in l() bya rod marked lig. lts upper end is pivoted between ears upon the under side of the step l, just as the upper end of the rod BS is shown pivoted to ears upon the under side of the step C in Fig. S). rts seen in Figs. S) and ll,the steps B and C are hinged at their rear edges so that their forward edges are free to rise and fall, and they are yieldingly held in their upper normal positions by strong coiled springs C5, Figs. l0 and l1, interposed between their under sides and brackets Dl, secured to the rear wall of the step beneath. An adjustable stop-screw Einnounted in each bracket D5 and eoi'merating with a projecting casting F, secured to the under side of the hinged step above,m ay be employed to limit the downward movement of the front edge of the step. At each entrance or exit ol' a passenger the depression of the front edge of the step B and its return to normal position by the spring C5 will cause the pawl W" to turn the ratchet Vl and shaft Ngand feedrollers O"e 'Y2 and advance the paper strip.

The depression of the front edges ol.' the steps B and C at the entrance and exit of passengers also serves other purposes, which will be hereinafter explained.

For the purpose of necessitating the closing of the gates after the entrance er exit of each separate passenger and preventing the gates beingheld open while a number of passengers enter or leave the car, and to thus insure the making of a record upon the paper IOO IIO

IIS

strip at the entrance and exit of each passenger, there are provided locking devices intermediate the two pairs of gates by means of which, when the gates of the lower pair are swung open to permit a passenger to go through them, the gates of the upper pair become automatically looked in closed position and remain locked until the lower gates are closed, so that when a passenger has opened the lower gates and. passed beyond them he cannot open the upper gates and ascend to the platform of the car until the lower gates are closed. Likewise, when the gates of the upper pair are swung open at the exit of a passenger the lower pair of gates is locked and cannot be opened until the upper gates are closed.

ln addition to the locking devices intermediate the two pairs of gates7 there are locking devices controlled by the hinged steps, which normally lock. the upper gates from inward movement and the lower gates it' rom outward movement, but automatically release them as the entering or outgoing passenger steps upon and depresses the stepin front of them. These locking devices are as follows: Mounted in beariu gs G5, formed upon the inner side of the lefthand end plate of the register-box B', Fig. 4, is a rock-shaft H5, while mounted in bearings l5, formed upon the inner side of the opposite end of the registerbox, is arock-shaft J5. Strong coiled springs J', connected at one end to arms J, fast upon the respective shafts, and at their other ends attached to the bottom of the register-box B', Fig. 4l, serve to yieldingly hold the shafts in and return them to normal position. Fast upon the rock-shaft J5 about midway of its length is a sector plate or casting K5, Figs. 3, 4, and lat, whose peripheryT is provided with a recess or slot L5. outer edge in a vertical passage-way between two horizontal locking arms or disks M5 N5, fast upon the vertical shaft J, in horizontal planes, one above the other, and in this instance forming part of the same integral casting fast upon such shaft. ln the normal position of the parts, with the sector K5 fitting in thc vertical passage-way between the arms M5 N5, the recess L5 in the sector stands in the same horizontal plane as the lower locking-arm N5, Fig. 3, so that in such position of the parts the shaft J is free to be turncdin the direction of the arrow, but is locked from movement in the opposite direction. lt results from this that in the normal position of the parts the upper gates are free to be swung outward,butcannotbeswunginward. llfhen the shaft J5 is rocked and the sector K5 thrown upward until the recess L5 is brought into the saine horizontal plane as the locking-arm M5, the shaft J will be locked frommovement in the direction of the arrow, but free to be moved in the opposite direction, so that the gate, may be swung inward, but cannot be swung outward, while when the shaft is so moved as to carry the sector to a position in This sector K5 lits at its' which its slot L5 does not register with either of the locking-arms the shaft J cannot turn in either direction and the gates will consequently be locked in both directions. It will also be seen that when the shaft J is turned in either direction, in either thc upper or lower position of the sector K5 the arm M5 or N5, which enters the recess in the sector, will lock the latter and the shaft J5 from movement until the shaft J is returned to normal position.

The rock-shaft H5 at the opposite end of the register has fast upon it a sector O5, Figs. 3 and 4, similar to the sector K5 above described, provided with a recess P5 and coperating wi th locking-arms Q5 R5, fast upon the shaft ll, in the saine manner that the sector K5 cooperates with the locking-arms upon the shaft J. rl`his sector and the locking-arms upon the shaft. l'l normally stand in such relative position that the lower gates are free to be swung inward, but are locked from swinging outward. Now the shaft J has fast upon it, toward the upper part of the register-box, an arm S5, Figs. 3, ll, 5, and G, whose outer end is connected by a link S5 to one arm of a bell-crank T5, fulcrumed on a support U5, extending downward from the top plate of thc register-box, and whose other arm is pivoted to the right-hand end of a rod V5, extending to the left longitudinally of the register-box and connected at its extreme left-hand end by a slot-a-nd-pin connection to an arm 75, fast upon the end of the rock-shaft H5. The shaft ll has fast upon it an arm X5, Figs. 3 and l, similar to the arm S5 upon the shaft J and connected by a link Y5 to one arm of a bell-crank Z5, fulcrumed on a support A, extendin downward from the under side of the top plate of the register-box B, and whose other arm is pivot/ed to the left-hand end of a rod B, extending to the left longitudinally of the register-box and connected at its righthand end by a slot-and-pin connection to an arm C5, fast upon the end of the rock-shaft J From the foregoing description it will be understood that when the rock-shaf t His turned in either direction it will draw the rod B5 to the left and rock the shaft J5 and lockingsector K5 at the right-hand end of the register, while when the rock-shaft J is turned in either direction it will draw the rod V5 to the right and rock the shaft ll5 and locking-sector O5 at the left-hand end of the register. Now when the rock-shaft His turned in the direction of the arrow in Fig. 3 at the opening inward of the lower pair of gates the lockingarm Q5 on said shaft will enter the recess in the locking-sector 05 and lock the latter and the rock-shaft ll5 from movement until the shaft ll is returned to normal position by the closing of the gat-os. lnasm uch as the rockshaft J cannot be turned in either direction without drawing the rod V5 to the right and rocking the shaft ll5 and locking-sector O5, it follows that so long as the gates of the lower pair remain open and the sector O5 and rock- IOO IIO

shaft ll locked thereby in normal position, in the manner above explained, the rock-shaft J cannot be turned in either direction, and consequently the upper pair of gates will be locked in closed position so long as the lower gates remain in open or partly open position. On the other hand, when the rock-shaft J is turned in the direction of the arrow in Fig. 3 at the opening outward of the upper pair of gates its locking-arm will enter the recess in the locking-sector K5 and hold the latter and the rock-shaft J from movement, and consequently lock the rock-shaft ll and lower gates from movement in either direction until the rock-shaft J is returned to normal position by the closing of the ripper gates.

As before explained, the lower gates are normally locked from outward movement by the cooperation of the locking-arm R5 on the rock-shaft ll with the locking-sector O, while the upper gates are normally locked from inward movement by the cooperation of the locking-arm M5 on the rock-shaft J with the locking-sector K5. lt will now be understood that when an entering` passenger swings the lower gates inward (he cannot pull them outward) hethereby locks the upper gates from opening in either direction, so that it is not possible for him to reach forward and pull the upper gates open while holding, or allowing some one behind him to hold, the lower gates open, and that therefore before he can pass through the upper gates the lower gates must be closed. Se when an outgoing passenger swings the upper gates outward (he cannot pull them inward) he thereby locks the lower gates from openin g in either direction and cannot pass through the lower gates until the upper gates are closed behind him.

lnasmuch as the upper gates are normally locked from inward movement, it is necessary that they be unlocked after the entering pas- 'senger has passed through the lower gates and the latter have closed behind him, and inasmuch as the lower gates are normally7 locked from outward movement it is necessary that they should be unlocked for the outgoing passenger a-.fter he has passed through the upper gates and they have been closed behind him. This unlocking of the upper gates for the entering passenger is automatically effected bythe depression of the hinged upper step C as the passenger steps upon it, while the unlocking of the lower gates for the outgoing passenger is likewise automatically effected by the depression of the hinged step l5 as such passenger steps upon it. For this purpose the rod BS, heretofore referred te, whose upper end is pivoted to the under side of the step C near its forward edge, Fig. 9, is pivoted at its lower end tothe upper arm of a'bell-erank D", Figs. 3 and l, fulcrumed upon the side of the register-box ll', and whose lower arm is pivoted to the left-hand end of a rod E, extending to the right, and connected at its extreme right-hand end by a slot-and-pin connection to the lower end of an arm F, fast upon the end of the rock-shaft J5, Fig. o. Owing to this connection of the hinged step C with the rock-shaft Jl", which carries the locking-sector K5, the latter will he thrown upward by the depression of the step C so as to bring its recess L opposite the lockingarm and thus release the upper gates and permit them to be swung inward. rlhe bellcrank Z1, which, as before explained, has pivoted toitthe lower end of the rod l, whose upper end is connected to thehinged step ll, is provided with a third arm G, extending' upwardly and to the left of its fulcrum, Figs. 8, 4, and 7, and the end of this arm is connected by a strong coiled spring ll to an arm l, fast upon the end of the rock-shaft lll, Fig. ft, and corresponding to the arm XW, fast upon the opposite end of said shaft and shown in Fig. il. @wing to this connection of the step ll with the rock-shaft lll, whenever said step is depressed and the bell-crank Z rocked the lower end of the arm l will be drawn to the right and the shaft ll rocked far enough to carry the locking-sector O5 into position with its recess P5 opposite the locking-arm lt on the shaft ll to release the lower gates and permit them to be swung outward by the outgoing passenger.

.Vlien the upper gates are unlocked in the manner above described by the weight of the entering passenger upon the upper step C and are swung inward by him, the locking-arm M5 on the rock-shaft J will enter the recess in the locking-sector K5 and serve to lock the latter and the rock-shaft J5, and consequently the rock-shaft ll and lower gates, in the same manner as when the upper gates are swung outward, and as has been heretofore explained, while then the lower gates are unlocked by the weight of the outgoing passenger upon the step B and are swung outward by him the arm Rion the rock-shaft ll will enter the recess in the locking-sector Oi and leek the latter and the rock-shaft Il, and consequently the rock-shaft J and upper pair of gates, so that when the upper gates are swung inward the lower gates are locked from movement in either direction, and when the lower gates are swung outward the upper gates are locked from movement in either direction.

ln addition to the locking and unlocking of the two pairs of gates in the manner above described, when the rock-shaft ll is turned in either direction the rod 'BU will rock the shaft J 5at the opposite end of the register and throw the sector lit upward to such position that its recess L5 will not register with either of the locking-arms upon the shaft J, so that said shaft and the upper pair of gates will in this manner be locked from movement in either direction until the rock-shaft ll is returned to normal position bythe closing of the lower gates, and when the rock-shaft J is turned in either direction the rod V will rock the shaft IF at the opposite end of the register and swing the sector O5 upward into such position that its recess will not register with either of IOO IIC

the locking-arms upon the rock-shaft ll, so that the latter shaft and the lower pair of gates will be locked from movementin either direction until the rock-shaft J and upper pair of gates are returned to normal position. Vhen either pair of gates is opened in either direction, therefore, the gates ofthe other pair are doubly looked in normal position.

For the purpose of constantly locking the upper gates in closed position so long as the train is in motion and preventing them being opened in either direct-ion the following means are provided: The piston-rod K5, operated by the oil-puin p and heretofore described, has secured upon it a laterally-projecting arm J5, Figs. 4 and 6, whose outer end is shaped to fit and travel in a groove or guideway formed upon the inner side of the upper end of a bracket-plate K5, secured at its lower end to the bottom plate of the register-box B' and projecting vertically therefrom, Figs. .3, ,and G. The arm J5 has fastened to it the left-hand end of a rod L5, whose right-hand end is pivoted to an arm M5, 'fast upon the rock-shaft J5, with the result that when the piston-rod K5 is forced to the left at the starting` of the train, in the manner heretofore described, the shaft J5 will be rocked and its locking-sector K5 swung upward into position to carry its recess L5 beyond the horizontal plane of the lockingarm N5, and also beyond the plane of the lockin g-arm h' 5, to thereby lock the shaft J from movement in either direction, and inasmuch as the piston-roc lYS is held in its extreme forward position by the action of the oil-pump so long as the train remains in motion it follows that the upper -gates will remain locked in closed position while the movement of the train eontin ues.

For the purpose of locking the lower gates in open position after a passenger has passed through them and while he remains standing upon the second step B there is provided a ratchet-toothed sector N5, fast upon the shaft P beneath the lowerstep A, Fig. 9, with which sector cooperates a bell-crank locking-deg O5, fulcrumed in a support upon the under side of the step A and having the rear end of its horizontal arm pivoted to the lower end of the rod B5, heretofore referred to, the upper end of which rod passes through a guide-opening in a bracket P5, secured to the rear wall of the step A and terminatin g at its upper end immediately beneath the hinged step The rod B5 has fast upon its upper end a nut or collar x.5, between which and the bracket P5 is confined a coiled spring R,whieh yieldingly holds the rod in its upper position with the nut or collar Q5 bearing against the under side of the step B. TVhen the lower gates F are swung inward, the shaft lD and ratchet N5 will be turned rearward in the direction indicated by the arrow in Fig. Si, and when the passengersteps upon and depresses the step B the locking-dog 05 will engage with the toothed sector and prevent return movement of the latter and shaft P, and consequently lock the gates in open position so long as the step l5 remains depressed by the weight of the passenger.

inasmuch as the upper gates are locked from opening in either direction so long as the lower gates remain open, it follows that any passenger standing upon the third step @cannot open aud pass through the upper gates G while a passenger stands behind him upon the step B. rl`he locking device just described therefore prevents two passengers going through the lower gates without closing said gates between them and standing one behind the other upon the second and third steps, while the first opens the upper gaies to permit them topass through the latter. Vhen the step B is depressed by au outgoing passenger, the dog O5 does not engage the sector N5, so the gates are left free to be swung open.

A similar locking arrangement is provided for locking the upper gates in outward position so long as the outgoing passenger remains standing upon the step C, the latter having secured to its under side a lockingplate S, which cooperates with a ratchettoothed sector T5, fast upon the shaft A. As the upper gates are swung outward by the outgoing passenger the shaft A and sector T5 will be turned in the direction of the arrow, and as the passenger steps down upon the step C and depresses the latter the locking-plate S" will engage the sector and prevent `return movement ol' the latter and shaft A,

so that the gates G will be held in open position so long as the passenger remains upon the step C.

Inasmuch as the lower gates F are locked in closed position so long as the upper gates G remain open, it follows that the locking devices just described prevent two outgoing passengers passing through the upper gates without closing the gates between them and standing upon the second and third steps l; and C, while the rst opens the lower gates F to permit them to pass through.

For the purpose of narrowing the tread of the steps B U to prevent two passengers crowding one behind the other and standing upon the same step there are secured at the opposite sides of said steps the blocks U5, Figs. 2 and 9, whose inner sides incline inward toward the middle line of the steps, from their upper to their lower edges, leaving only sufiicient width of standiiig-space upon each step to permit one person to conveiiiently stand thereon.

For the purpose of latching the lower gates in open position when they are opened to permit the entrance of a passenger, and thereby obviate the necessity of the passenger holding` them open, one of the gates F may be provided upon its inner edge with a projection V5, adapted to cooperate with a springcatch 'W5 upon the forward edge of the upper step C, near one end of the latter, in such manner that when the gates F are swung in- IOO ward to full-open position the projection Y will be engaged by the latch and the gates be held in open position. As the passenger steps upon and depresses the upper step C the latch W will be disengaget from the projection V on the gate and the resetting-springs for the latter be permitted to close them.

Having now given an explanation of the mechanical construction and mode of operation of myregisterin or reeordin g apparatus, I will next explain the manner in which the passenger mileage or the tickets, passes, and cash fares which the conductor must account for at the end of any given trip may be ascertained from the record made upon the paper record-strip during such trip.

For the purpose of simplifying the explan ation as much as possible l will assume that there is but one passenger-ear in the train, that the number of passengers carried during the trip is quite small, and that the only members of the train-crew who enter and leave the imssengercar are a conductor and brakeman.

In Fig. 20 of the drawings there is illustrated a section of the record-strip containing the records made during a trip `from station A to station G under the conditions above assumed, it being understood that the portion of the strip shown in the lower halt of the view has been severed i'roin the right-hand end ot' the portion shown inthe upper half ot the view vin order to accommodate the length of the strip to the width ot the drawings.

The capital letters alone' the upucr edee of D L D the strip in Fig, 2G opposit the records upon the strip indicate the ditierent stations for the purpose ot this explanation; but it will be understood that there are no letters or numbers upon the strip itself for that purpose, and that the stations at which the reeords upon the strip are made are ascertained, upon inspecting the strip, by the distance between the station punch. or mark indicating the starting of the train and the ti rst succeeding record upon the strip made by a person getting on or oft the train. As seen in Fig. 2t), there are opposite the starting sta-tion fr eleven records im indicating that eleven persons have boarded the ear at that point, and three records out, while the punch at o; indicates the starting of the train. is the record opposite station A shows eleven in and three out, it Yfollows that there were eight persons aboard the ear when the train let't that station, of whom two were the conductor and brakeman. The conductor is therefore to be charged with six passengers from station A to station ll. rit station l? there are iive records out and three in, indicating that two more persons `got oil the train than got on, so that from station i3 to station C the conductor will be charged with four passengers. At station C there are two records out and two im so that upon leaving station C there were the same number of persons aboard the ear as when arrivsenses ing at that station, and from station C to station l the conductor will therefore be charged with tour passengers. At station D there are three records ont and tivel im so that two passengers are added to the number in the ear, and the conductor will be charged with six passengers trom station D to station E. jit station li there is one more record out7 than iin so that the number of passengers was reduced by one, and the condnctor will thereifore be charged. with live passengers between stations E and lf. At station 'il there are two more records out7 than iin that the number of passengers was red ueed by two, and from station F to the destiinition-station G the conductor will therefore be charged with three passengers. At station G there are live records out, made by the exit of the three intssengers and the conductor and bralieman.

From the above explanation it will be seen that the number of passengers carried between the several stations may be readily ascertained from an inspection ot the recordstrip, and the conductor be clntrged with the corresponding passenger mileage and be obliged to settle for it with tickets, passes, and cash fares.

lt will also be nndersteoi'l that the records made by the conductor and brakeman in getting on. and o'i' the ear e the various stations do not in any way con'luse the record oi` passengers carried, and it is wholly immaterial how many times they may leave and enter the ear at the vari-eus stations along the line.

t will also be understood that while it is not possible to ascertain from the record-strip the exact station at which each individual passenger lett the ear it is not at all essential that this be done, since he record oli' the gross number oi passengers earried between the several stations is su licient for the purpose of ascertaining the transportation to be accounted ior by the conductor.

Vihe record made upon the strip at the starting-station shows the number et passengers aboard the ca r when the train lett that station. The dilierenee between the records in and records out7 at each succeeding station gives the number et' passengers to be added to er subtracted from the number who were in the car when it started, so that the actual number carried between the several stations may be readily zfiscertained with absolute accuracy, regardless oi' the number ot times the train-crew enter and leave the car, and also regardless ot the number of other persons who may enter and leave the ear at the dit'i'erent stations, as in the ease oi friends ot' the passengers entering with t hem and lea-vingbet'ore the train starts, as is frequently the ease. rlhe record automaticallymade upon the record-strip is therefore entirely beyond the control ot' the cond uetor and cannot be tampered with or falsified by any manipulation on his part.

As illustrating the manner in which the reeserene ords shown upon the strip in Fig. 2G were, or may have been, made it may be explained that a record such as that opposite station A would be made if the brakeman ascended the steps to the platform of the car and unlocked the door and then descended them, and if eight persons then entered the car and two of them came out before the train started and the conductor and brakeman then boarded the car; or the same record would be made if, after the brakeman had unlocked the door, as described, he and the conductor and six passengers boarded the car, and he and the conductor then got off and on again before the train started. The record opposite the station B would be effected, for instance, if the conductor and brakeman and three passengers left the car and the conductor and brakeman and one passenger then boarded it, or if live passengers got off and three got on without the conductor or brakeman leaving the car. A record of five outs and three ins would likewise be made, though not in eX- actly the same position as shown opposite station B in the drawings, if but two passengers left the car with the conductor and brakeman, and the brakeman then got on and off the car for some purpose, and then got on the car again, with the conductor, before t-he train started. rlhe record opposite station C would be made if two passengers got off and two got on, without the conductor and brakeman leaving the car, or the same record would be effected by the conductor and brakeman getting off and then getting on again without any passengers entering or leaving the car, and so on with the records at all the stations.

The method above explained is perhaps the simplest one for making up the account against the conductor from the records upon the paper strip, lbut there are other methods which, while perhaps somewhat more difficult to explain, may be found preferable in actual practice. Among such other methods is the following: The accounting clerk will take the record-strip containing the record of the trip and will cancel at the starting-station a number of in7 records corresponding to the number of the train -crew, and will cancel at the destination-station the same number of out records. He will then assort the tickets (including any passes) turned in by the conductor with the report of his trip, and at each station he will cancel a number of in records corresponding to the number of tickets reading from such station, and at each station he will likewise cancel a number of out7 records corresponding to the number of tickets reading to such station. his will serve to cancel the in and out records made by passengers who had tickets (or passes). Then at each station the clerk will cancel as many uncanceled inanc out records as correspond or offset each otherthat is to say, if at any given station there are five in records and three out records he will cancel the three out records and the same number of in records, leaving uncanceled two in records. lf at another station there are two in records and four cout records, he will cancel the two in records and two of the out records, and so on, leaving uncanceled at each station only the excess of in or out records at such station. rlhis canceling of corresponding or offsetting records will serve to eliminate from the record-strip all records made by any persons other than actual passengers, such as those made by the train-crew getting off and on the train at the various stations, by persons getting aboard the train to bid their friends good-bye or assist them with their handbaggage, and so on. After all the canceling above described has been done there will bc left upon the recordstrip uncanceled the in and out records of only those passengers who have paid cash fares. The in records remaining uncanceled at the startingstation will of course represent the number of passengers from that station who paid cash fares, and the conductor will be charged with cash fares for that number of passengers from the first to the second station. At the second station if there are more in records than out7 records remaining uncanceled it will show that at that station that many cashfare passengers were added to the number already on the train, and from the second to the third station, therefore, the conductor will be charged with cash fares for that number of passengers, and also with cash fares for the number upon the train when it arrived at such station. Gn the other hand, if the uncanceled ont records at the second station exceeded the in records the number of cash fares charged the conductor between the second and third stations will be the number charged between the first and second stations less than the number represented by such excess of out77 records at the second station. lf the train left the first station with three cashfare passengers and there were two more uncanceled in records than out records at the second station, the conductor will be charged with five cash fares between the second and third stations. If at the third station there are three more u ncanceled out records than in records, he will be charged with two cash fares between the third and fourth stations, and so on.

lt will of course be understood that the records upon the record-strip will not necessarily show where cach individual cash-fare passenger left the train, but it will also be understood that it is not at all essential to know this in order to ascertain the gross amount of cash fares which in ust be accounted for by the conductor.

lVhile my invention has been more especially designed for use upon railway passenger-trains, it will nevertheless be understood that its utility is not restricted to such use IOO IIO

and that many features of the invention may be advantageously employed in other relations.

lt will also be understood that while I have illustrated and described two pairs of gates at the upper and lower ends of the steps, respectively, single gates maybe employed instead of such pairs.

For the purpose of closing other entrances to the ear than those provided with gates and registers the platform at each end of the car may be partially surrounded by a heavy wirenetting vestibule, as shown in Fig. l. As there illustrated, this netting extends across the rear edge of the platform and also across the side edge thereof opposite the steps provided with the gates. At its middle, opposite the door ot the car, it is provided with two swinging gates B, which maybe normally closed in line with each other and held together by a ear-seal at D. Vhen the car is coupled to another car provided with a similar wire-netting vestibule, the seals D9, holding the gates B" on the two cars in the position shown in Fig. l, may be broken and the gates be swung outward toward each other and the two gates on each side of the passage-way be overlapped against one another and sealed in that position to form a closed passage-way from one car to the other.

Having thus fully described my invention, l claiml. The combinatiomwith two gates closing a passage-way and requiring to be successively opened by persons passing therethrough, and adapted to be opened in one direction by persons passing in such direction and in the opposite direction by persons passing in the latter direction, of a recording mechanism actuated by both gates and operating to make a double record when the gates are successively opened by a person passing in one direction, and to make another different double record when opened by a person passing in the opposite direction.

2. The combination of two gates controlling a passage-way and requiring to be successively opened by persons passing therethrough, ,of a locking mechanism intermediate the two gates by which the opening of either gate locks the other and prevents it being opened until the first-mentioned gate is closed, and a recording mechanism actuated by one or both of said gates to make a record of the number of persons passing through them.

The combination of two gates controlling a passage-way and requiring to be successively opened by persons passing through the same, and normally free to be opened toward each other, and a locking mechanism intermediate the two gates by which the opening of either gate toward the other serves to lock such other from opening in either direction.

il. The combination of two gates controlling a passage-way and requiring to be successively opened by persons passing through the same, said gates being normally free to be opened toward each other but locked from opening in the opposite direction, and means intermediate the two gates operated automatically by the passage of a person between the gates for unlocking the gate in front of such person and permitting it to be opened outward from him.

5. The combination of two gates controlling` a passage-way and requiring to be successively opened by persons passing through the same, said gates being normally free te be opened toward each other but locked from opening in the opposite direction, and means intermediate the two gates operated automatically by the passage oi' a person between the gates for reversing the action of the locking devices to permit the gate in front of the person to be opened outward but not inward.

G. The combination of two gates controllin a passage-way and requiring to be successively opened by persons passing through them, said gates being normally free to be opened toward each other but locked from opening in the opposite direction, means intermediate the two gates operated automatically by a person passing between the gates to release the gate in front of him and permit itto be opened out\vard,and locking mechanism intermediate the two gates by which the opening of either gatein either direction locks the other gate in closed position.

7. The combination of two pairs el gates controlling a passage-way and requiring to be be successively opened by a person passing through them, the gates of cach pair being geared together so that the opening of one gate of the pair serves to open the other gate of such pair, and alocking mechanism intermediate the two pairs of gates by which the opening of either pair serves to lock the other pair in closed position.

S. The combination, with the steps of a railway-ear or other vehicle, of two gates, one at the lower end of said steps and the other at the upper end, and adapted to be opened in one direction by a person entering the vehicle and in the opposite direction by a person leaving the vehicle, locking mechanism nor- Amally locking the gates from openinginward toward each other, and means cooperating with the steps intermediate the two gates and automatically operated by the weight of a person upon such steps to release the gate in front of such person as he is ascending or descending the steps, and permitting it to be opened outward before him.

9. The combination, with the steps of a railway-car or other vehicle, of two gates, one located at the upper and the other at the lower end of said steps, and adapted to be successively opened in one direction by a person entering the vehicle and in the opposite direction by a person leaving the vehicle, and locking mechanism intermediate the two gates by which the opening of either gate serves to lock the other gate in closed position.

TOO

IlC

IIS 

